Anti-fouling of blowby return systems



April 13, 1965 A. G. H. vANDr-:RPOEL ANTI-FOULING OF BLOWBY RETURNSYSTEMS Filed Feb. 28, 1964 zwvENToR. ALBE/QT (LLI. llA/DEQDOEL.

United States Patent r 3,177,858 ANTI-FOULING OF BLOWBY RETURN SYSTEMSAlbert G. H. Vanderpoel, 14509 Van Ness Ave.,

Gardena, Calif. Filed'Feb. 28, 1964, Ser. No. 348,241 13 Claims. (Cl.12S-119) This invention relates generally to the control of internalcombustion crankcase emissions, and more particularly concernsimprovements having to do with solving certain problems which arise whensuch emissions are returned to the engine air intake system.

In recent years the search for a solution to the problem of atmosphericpollution has led to the installation and use on automobiles of deviceswhich return crankcase emissions to the engine air intake system. Suchemissions are generally synonymous with so-called blowby gasesresulting. from leakage past the piston rings and into the crankcase ofunburned or partially burned fuel and air mixtures, particularly whenthe piston rings are Worn, but they may also include particles of hotoil splashing, in the crankcase and also crankcase ventilation air.Generally speaking, the returned stream is contaminated withhydrocarbons and particles of carbon which over a period of time tend tofoul the return stream path, particularly small orifices through whichthe stream is drawn to the engine viaA the air intake' system. Problemsarising from this type system include contamination of the air intakesystem including the carburetor jets, plugging of the emissions returnpath to the engine the necessity for frequent cleaning of the returnducting to eliminate crankcase back pressure, and engine roughness.

The present invention contemplates a solution to these and otherproblems associated with crankcase emissions return to the engine,through the retardation or elimination of the contaminating effect ofthe return ow, and particularly in a novel and unusual manner resultingin trouble free performance obtained at low cost. Basically, Vmeans isprovided for supplying an additive iluid to mix with the return streamof crankcase emissions owing to the air'intake system, the additivecharacterized as resisting the tendency of contaminants in the returnstream gas to foul said path. For example, the supply means typicallyincludes a container for additive liquid, a delivery duct having aninlet in the container, and a venturi of adequate capacity to pass theblowby gas or emissions return stream, the venturi communicating withthe delivery duct to draw additive iluid from the contain'erV to theventuri for mixing-in atomized form with the blowby gas as it liowstothe air intake system. It is found that the desired reduction ofcontaminating effect vcan be accomplished by limiting the withdrawal ofadditive atomized liquid from the container to intervals when the flowrate ofblowby gas return to the air intake system is less than maximum,and the invention contemplates the provision of means to restrict suchWithdrawal when the blowby flow rate approaches maximum levels.

It is another object of the invention to combine the above mentionedadditive atomized uid supply means with other means for regulating thereturn stream ow of crankcase emissions by causing the ilow to passthrough an orice restriction controlled by manifold vacuum or crankcaseVacuum, in order to prevent contamination or plugging of the orificerestriction. Y

These and other objects and advantages of the invention, as well as thedetails of an illustrative embodiment, will be more fully understoodfrom the following detailed description of the drawings, in which:

FIG. 1 is a front elevation schematic showing of an internal combustionengine with a spring loaded metering valve actuated by intake manifoldvacuum in which the 3,177,858 Patented Apr. 13, 1965 lCC FIG. 6 is aview ure FIG. 1, but showing another Y modilied installation on anengine with a split ovv crankcase Ventilating system; and

FIG. '7 is an enlarged sectional showing of that portion of the additivedelivery ducting associated withrthe additive container. f

Referring first vto FIG. l, the engine V10 includes a cylinder block 11,crankcase 12, air intake system 13, valve cover 14, and breather cap 15.vThe air-fuel intake system itself includes a lter 16, carburetor 17 andintake manifold 18. Crankcase emission gases including engine blowby aredrawn upwardly through piping 19as indicated by'arrows 20, to a hose 21,and are returnedto the intake manifold vat connection 22.

Extending the description to FIGS 2, 4 and 7,'means is provided forsupplying an additive uid in atomized form to mix with the'returnstreamV of blowby gases iny owing to the air-fuel intake system, theadditive being characterized as resisting the' tendency of contaminantsin the return stream gas to foul the return stream path.

lTypically, the supply means includes a container 23 sufficientlytranslucent or transparent that the level of additive liquid 26 thereincan readily be ascertained. While the container can be suitably mountednear the engine, it is seen in FIGS. l and 4 as clamped to the engineblock 11 by a strap24 and fasteners 25. The additive liquid may comprisea solvent containing engine top cylinder oil such as that manufacturedby Wynn Oil Company of Azusa, California.`

The additive' supply means also typically vincludes delivery ductingliaving an inlet in the container. The ducting shown includes a verticaltube`28 within the container 23 and having a restricted lower terminalinlet 29 receiving additive through a screenj30 for filtering outparticles which mighttend to plug the ducting. The top of the tubefjZSis received in a valve chamber 31 containing va ball type check valve 32shown in FIGQ7 as spaced below the seat 33, Top closure 35 for container23 receives a stern of `cap 34 lthreaded into the chamber 31 to hold thechamber tightly against a washer 131 under the closure. Chamber 31'contains air bleed openingsf37 above the liquid level in the container23', the openings serving to reduce the vacuum in duct 28 to limit thepull on inlet 29,k as well as to admit air for atomizing the uidvflowing in duct 28. Thus forexample, the system may operate at vacuumlevels`as `lowas 6 inches of water at inlet 29.Y Y g y j A duct 38 leadsfrom a cap discharge yport 39 to a' side port 40 in the blowby returnline leading from the engine crankcase to the intake manifold 18.As'seen in FIG. 2, port 40 ,is typically at the throat 41 of a tubularventuri body 42connected in series-with hose 21. Body 42 may have threadconnection at y43 toV a tubular fitting 4 4yconnected to piping 19. j i

In operation, -as the flow of blowby gases increases through the venturibodyr42, greater suction will be created at throat region 41, andcommunicated via duct Y38 and chamber 31 to tube 28. Additive liquid inatomized form wi-ll then be drawn from the container to the venturi formixing with crankcase emission gases flowing to the intake i manifold ofthe engine. The calibrated air bleeds at 37 allow air to enter the flowof additive to emulsify it for facilitating flow thereof to the venturithroat and to obtain the desired reduced vacuum pull on tube 28.

At predetermined vacuum conditions communicated to the chamber 31, theball check 32 will be lifted to seat at 33 Vfor sealing off the vacuumcommunication to the tube inlet 29 and limiting further ow of additiveto the venturi until the vacuum drops. This action conserves the supplyof additive, it being found that sufficient additive may be caused toilow at lesser vacuum levels, i.e. lesser blowby flow rates, to blendwith the blowby gases for preventing undesired contamination.Accordingly, the supply of additive may be considered yas flowableintermittently to blend with the blowby return.

`FIG. 2 also shows a regulator valve means in series with hose or line21 `for regulating the return stream flow of engine crankcase emissiongases, by causing the 'gases to flow through an orifice restriction. Theillustrated valve means includes a tubular body 45 connected at 46 tothe venturi body 42, and containing a spring urged valve plug 47. Plug47 is movable from the flow blocking position, in which it is shown asseated at 48, Y

to flow passing position indicated by the broken lines 49 and inresponse to suction communication thereto from the engine intakemanifold. Such movement is resisted by the spring 50, which acts to keepthe plug seated when the engineis not operating. Porting 51 and 52 inthe plug 47 passes the blowby gases when the plug is unseated, and acts.as Aan orifice restriction to meter or limit the blowby gas flow, inorder not to materially disturb the engine carburetion. Since theventuri 42 is upstream of porting 51 and 52, any tendency forcontaminants to foul the orifice restriction 51` and 52 is mitigated bythe atomized additive solvent entering the return stream of blowby gasesbefore they reach the orifice restriction.

FIG. 3 shows a slightly different form of crankcase emissions returnstream flow to the engine air intake system. Duct 54 leading from thecrankcase 55 contains the venturi body 56 and connects to a T-orificeassembly 57. One outlet from the tee leads vi-a line 58 through anorifice to the engine intake manifold 59, while the other outlet fromthe tee leads via line 60 to the engine air intake filter 61 mounted onthe carburetor 62. The tee 57 permits a large proportion of blowby gasesreturned directly vto the filter 61 at heavy loads and to manifold 59 atidle and light loads. FIG. 5 shows the venturi body 56 to Ahave anadequately large throat region 63 like that at 41 in FIG. 2,. a sideinlet port 64, and an additive supply duct 65 like 38 in FIG. 2.

FIG. 6 illustrates aninstallation on a V-8 eng'ne 66, wherein crankcaseemission gases or blowby are communica'ted as by the ow indicatingarrows` V67 to the valve cover 68. Arventur-i body 69,`like that at 56in FIG. 5, may be connected at 70 to the cover 68 and may discharge tothe tee 71. As before, lone outlet from the tee communicates via line 77with the air cleaner 72, and another outlet via line 78 with theintakemanifold 73. An .-additive container is seen at 74, with ducting 75leading from the container 4to the tee side inlet 476,`there being aventuri in the tee body similar to the `venturiseen in FIG. 5.k

I claim:

1. In combination with a line connectible with an internal combustionengine to pass a return stream of engine crankcase emission gases to theengine air-fuel intake system, the improvement which comprises meansresponsive to the ow of said return stream for supplying and yforlimiting the `supply of `an additive uid to mix with said return streamin flowing to said air-fuel intake system, said additive characterizedas resisting the tendency of contaminants in said return stream gas tolfoul the return stream path. 2. In combination with a r.lineconnectible with an internal combustion engine lto pass a return streamof engine blowby gas to the engine airfuel intake system,

means for regulating the return stream flow by causing said ow to passthrough an orifice restriction, and means responsive to the fiow of saidreturn stream for supplying and for limiting the supply of an additiveatomized uid to mix withsaid return stream in flowing downstream throughsaid orifice restriction 'and then to said air-fuel intake system, saidadditive characterized as resisting the tendency of contaminants in saidblowby gas to foul the path of said side stream thereof.

3. In combination with a line connectible with an internal combustionengine to passa return stream of engine blowby gas tothe engine air-fuelintake system, regulator valve means for regulating the return streamflow by causing said flow to pass through an orifice restriction, thevalve means including a body and a spring urged valve plug movabletherein from flow blocking position to flow passing position in responseto suction communication thereto from said air-fuel intake system, andmeans responsive to the flow of said return stream for supplying anadditive atomized fluid to mix with said return stream in flowingdownstream through said orifice restriction and then to said air-fuelintake system, said last named means including a port communicating withsaid line upstream of said valve means to deliver additive atomizedfluid thereto in response to said return stream iiow past said port,said additive characterized as resisting thek tendency of contaminantsin said blowby gas to foul the path of said side stream thereof.

4. The combination of claim 3 in which said port is located in saidvalve body.

y 5. For combination with a line operable in an internal combustionengine to pass a return stream of engine blowbygas to the engineair-fuel intake system, and with means for regulating the return streamow by causing said flow to pass through an orifice restriction, theimprovement which comprises means responsive to the flow of said-returnstream for supplying and -for limiting the supply of an additiveatomized fluid to mix with said return stream in flowing downstreamthrough said orifice restriction and then to said air-fuel intakesystem, said additive characterized as resisting the tendency ofcontaminants in said blowby gas to foul, the path of said return streamthereof, said supply means including a port communicating with saidyline upstream of said orifice restriction to deliver additive atomizedfluid thereto in response to said return stream flow past said port.

6. For combination with a line oper-able in an internal combustionengine to pass a return stream of engine blowby gas to the engineair-fuel intake system, the improvement which comprises means forsupplying an additive atomized uid to mix with said return stream, saidadditive characterized as resisting the tendency of contaminants in saidblowby gas to foul the path of return stream fiow, said means includinga container for said additive fluid, an additive delivery duct having aninlet in said container .and a venturi to pass said blowby gas returnstream and communicating with said duetto draw additive atomized liuidfrom the container to the venturi, and including means for limiting thewithdrawal of additive from the container during increased flow oflblowby gas in said return stream through the venturi.

7. In combination with a line connectible with an internal combustionengine to pass a return stream of engine crankcase emission gases to theengine air-fuel intake system, the improvement which comprises means forsupplying an additive fluid to mix with said return stream in flowing.to said -air-fuel intake system, said additive characterized asresisting Vthe tendency. of contaminants in said return stream gas tofoul the return stream path, said means including a container for saidadditive fluid, additive delivery ducting having an inlet in `saidcontainer and a venturi to pass said blowby gas return stream andcommunicating with said duct to draw additive fluid from the containerto the venturi, and including means for limiting the withdrawal ofadditive from the container 4agrarias during increased flow of blowbygas in said return stream through the venturi.

8. The combination of claim 7 in which said venturi has two outlets, oneof which communicates with said line leading to the engine air-fuelintake manifold, and the other of which communicates with the engine airintake upstream of the engine carburetor.

9. In combination with' a line connectible with an internal combustionengine to pass a return stre-am of engine blowby gas to the engineair-fuel intake system, regulator valve means for regulatingthe returnstream iiow by causing said iiow to pass through an orice restriction,the valve means including a body and a spring urged valve plug movabletherein from iiow blocking position to ow passing position in responseto suction communication thereto from said air-fuel intake system, andmeans for supplying an additive atomized uid to mix with said returnstream in owing downstream through said oriiice restriction and then tosaid air-fuel intake system, said last named means including a portcommunicating with said line upstream of said valve means to deliveradditive atomized iiuid thereto in response to said return stream tlowpast said port, said additive characterized as resisting the tendency ofcontaminants in said blowby gas to foul the path of said side streamthereof, said last named means including a venturi connected in seriesin said line, with said port located at the venturi throat, and acontainer for said additive connected to feed additive to said port inresponse to said return stream iiow past said port.

10. The combination of claim 9 in which said last named means includesan additive delivery duct having an inlet in the lower interior of saidcontainer and connected to deliver additive to said port, said ducthaving air bleed openings to allow mixing of air with additive beingdelivered through said duct, and to reduce the vacuum at said ductinlet.

11. For combination with a line operable in an internal combustionengine to pass a return stream of engine blowby gas to the engineair-fuel intake system, and with.

means for regulating the return stream flow by causing said iiow to passthrough an orifice restriction, the imr v provenient which comprisesmeans connectiible to said line Vfor supplying an additive atomized uidto rnix with said return stream in flowing downstream through saidoritice restriction and then to said air-fuel intake system,

said additive characterized as resisting the tendency of contaminants insaid blowby gas to foul the path of said return stream thereof, said`supply means including a port communicating with said line upstream ofsaid oriiice restriction to deliver additive atomized uid thereto inresponse to said return stream flow past said port, said supply meansincluding a venturi connectible in :series in said line with ysaid portlocated at the venturi throat, and a container for said additiveconnected to feed additive to said port in response to said returnstream ow past said port.

12. The Vcombination of claim 11 in which said supply means includes anadditive delivery duct having an inlet in the lower interior of saidcontainer and connected to deliver additive to said port, said ducthaving air bleed openings to allow mixing of air with additive beingdelivered through said duct.

13. For combination with a line operable in an internal vcombustionengine to pass a return stream of engine blowby gas to the engineair-fuel intake system, and with means for regulating the return streamflow by causing said ow to pass through an oriiice restriction, theimprovement which comprises means connectible to said line for supplyingan additive atomized iiuid to mix with said return stream in flowingdownstream through said oriiicerestriction and then to said air-fuelintake system, said additive characterized as resisting the tendencyof'c'ontaminants in said blow-by gas to foul the path of said returnstream thereof, said supply means including a port communicating withsaid line upstream of said orifice restriction tordeliver additiveatomized iuid thereto in response to ysaid return stream oW past saidport, `said supply means including an additive ilow responsive valve 'mseries with said port to limit delivery of additive to said blowby gasreturn Stream.

References Cited by the Examiner UNITED STATES PATENTS 3,105,471 10/.63MacPherson 123-119 y FOREIGN PATENTS 664,766 4/29 France. 761,210 3/ 34France.

KARL J. ALBRECHT, Primary Examiner.

1. IN COMBINATION WITH A LINE CONNECTIBLE WITH AN INTERNAL COMBUSTIONENGINE TO PASS RETURN STREAM OF ENGINE CRANKCASE EMISSION GASES TO THEENGINE AIR-FUEL INTAKE SYSTEM, THE IMPROVEMENT WHICH COMPRISES MEANSRESPONSIVE TO THE FLOW OF SAID RETURN STREAM FOR SUPPLYING AND FORLIMITING THE SUPPLY OF AN ADDITIVE FLUID TO MIX WITH SAID RETURN STREAMIN FLOWING TO SAID AIR-FUEL INTAKE SYSTEM, SAID ADDITIVE CHARACTERIZEDAS RESISTING THE TENDENCY OF CONTAMINANTS IN SAID RETURN STREAM GAS TOFOUL THE RETURN STREAM PATH.